Running-gear for railway-cars



N M del.) 2 Sheets-Sheet 1.

C; M. SLOAN. RUNNING GEAR FOR RAILWAY CARS.

m: NORRIS Puma co., PNOTO-UTNCL, m

2 Sheets--Sheet 2.

(No Model.)

0. M. SLOAN.

RUNNING GEAR FOB. RAILWAY CARS.

No. 459,796. Patented Sept. 22; 1891.

Unit's STATES PATENT OFFICE.

CRAIVFORD M. SLOAN, OF KANSAS CITY, MISSOURI.

RUNNING-GEAR FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 459,796, datedSeptember 22, 1891.

Application filed February 1891. Serial No. 380,346. (No model.)

' and exact description of the invention, such as will enable othersskilled in the art to which it appertains to make and use the same.

The object of my invention is to provide a mechanism especially adaptedto runninggear for cars in passing around cable and other railwaycurves, thereby avoiding all danger of leaving the track, the greatamount of wear, tear, friction, and general destruction incident towheels, flanges, axles, and rails heretofore encountered.

A further object of my invention is to provide a running-gear for carswhich shall automaticallycompel all the wheels and axles to assume anangle at all points of the curve, which will obviate all friction, alltwitching movement experienced in riding around curves, the danger ofdelay in travel incident to cars leaving the track at any point on suchcurves, and generally to simplify and regulate the movement of cars atall times in passing the curves. I attain these objects by the mechanismillustrated in the accompanying drawings, in which- Figure I is aperspective view of the entire mechanism inverted, showing theimprovements of the invention. Fig. II is a crosssectional view ofwheels, axles, pivotal bearings, and other parts of the mechanism. Fig.III is a perspective view showing the mechanism and parts by which thedevice is operated. Fig. IV is a detail sectional view of the axle,showing the pivotal boxing and bearings in which the same are supported.Fig. V is a detail sectional view of the movable bearing F, showing theposition of the bolts and springsfif', and f. Fig. VI is a detail viewin perspective of the levers D, which operate the axles 0.

Similar letters refer to similar parts throughout the several views.

A A represent the side bars of the truck, which are connected by thecross-bars a a a a.

B B B B are the car-wheels; b b, the shoulders, which operate loosely onthe axle C, said shoulders being provided with stationary pins 1), thatlit in corresponding perforations Z). (SeeFig. II.)

C is the center of the main axle Q, where it is pivotally secured in thepivotal bearing L, which in turn has its bearings in thesupporting-frame K and sleeper A. Said supporting-frame K is properlybraced by means of the struts 7a, which are rigidly secured to thecross-bars a. (See Figs. I and IV.)

D D are levers, which are secured pivotally to the sliding bar H. (SeeFig. III.) The other end of levers D are provided with arms (1 d, whichrest in corresponding grooves in the shoulders Z) I).

F is the rotary bearings for the Wheels. Their upper and lower surfacesbeing convex, they are securely held by the corresponding concavegrooves in the frame A and the concave surface of the supporting-framesE,which affords the rotary bearing and movement.

f is a sleeve which fits over a bolt f, said sleeve being encircled by acoil-spring f, which is for the purpose of preventing the jolting whichwould otherwise result.

G G are the blocks, which are secured in frame J, and to said blocks aresecured guiding-rods g g g g, which are also secured to the bearings F,so that when said blocks are moved from side to side the wheels areturned to such a degree as to keep them at the proper angle to thetrack.

II H is the sliding frameheretofore referred to, which is secured in theframe J, and is operated by the carrying-Wheel i, which is secured inthe bearing 2', said bearing being properly secured to the sliding barII, which carries blocks G G G G.

I is the block in which the bearing i, carrying wheel vi, is secured.

J is the frame for carrying sliding bars and other attachments.

K is the frame for holding bearing for pivotal boxing L. The pivotalbearing L, giving pivotal motion to wheels, is made as illustrated inFig. IV, the two sides being secured by means of bolts Z.

M M are the boxings, which are secured in the bearings F. These boxingsare provided with perforations which are large enough to pass over thesleeve f, so that a springy motion is obtained.

\Vhile my invention and the drawings for its illustration are preparedwith a view to its adaptation to four or eight wheeled cars for cablerailways, to be controlled by a central pivotal carrying-wheel 1?operating in the conduit-slot,yetI do not intend to be confined to a rodor carrying-wheel operated in a slot as the controlling medium forguiding the car-wheels. Nor do I intend to confine my invention torunning-gears for cable-railway carriages, as it is equally adapted toany rail- \\'ay-carriage having four or more wheels. In case ofsix-wheel carriages the same lateral or controlling movement may beobtained from the central part of the middle axle by connecting theguiding-rods g g g to the center of the middle axle by any ordinaryjointconnection which will produce the same result.

To understand the operation of my running-gear, it will be observed thatthere is no difference in the construction of the wheels, as themovement of the entire wheels to any desired angle on any point or curveis, in the case of cable railways, derived from the carrying wheel orred operated in the slot, while the power to guide the wheels isradiated from this central mechanism to all the wheels at the sameinstant and with the same power. This is accomplished in the case ofcable railways where only four wheels are used by the centralconnecting-blocks G G. To these blocks are connected guiding-rods g g,running diagonally to and connected with the bearin gs to each wheel, sothat the least movement of the blocks G G controls each wheel and keepsthem at all times while passing the curve at the proper anglecorresponding to the movement of the carrying wheel or rod in the slot.

It will be observed that an essential feature of my invention is therotary movement of the bearings to each wheel and the pivotal connectionin the center of each axle. These rotary bearings are provided with thesupporting frame-work E E E, which, being rigidly bolted to the generalframe-work of the car, supports the axle-bearing E, while permitting therotary motion of the axle-bearing. This is an essential feature of theinvention, without which nothing satisfactory could be accomplished.Each axle, regardless of the number of Wheels, is provided with aframework and pivotal bearing in the center. This frame-work K supportsthe pivotal bearing L, while affording general support to the axle. Italso prevents any lateral movement of the axle C, which is necessary, asall lateral movement required by the wheels to avoid friction isprovided for by the movable shoulders Z), playing on the axles on theinside of each wheel and held in any desired position by the coil-springc, the levers D, and the arms (I, supported in the grooves.

For ordinary purposes the wheels B and the shoulders I) are lockedtogether by ratchets or bolts 1), and in turn are locked to the axle Cto secure movement of the wheels corresponding to the axle. At thispoint it should be noticed that in case of ordinary railwaycars thelateral movement is obtained by means of the levers D and the arms(Z,whereby the shoulder 12 is thrown into orout of looking position withthe wheels 13 and the axles C. This is necessary at times to give thewheels liberty for increased motion from the axle to overcome thedifference in length of the rails in passing curves.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is

1. In combination with any ordinary frame work for supportingrailway-cars, the rotary bearing F,of convex bearing-surfaee, having acircular movement in aeorresponding c011- cave frame-work and circulargroove in the side bar supporting the car, as set forth.

2. In combination with anyordinary framework for supportingrailway-ears, the rotary bearing F, of convex bearing-surface, having acircular movement in corresponding concave frame-work and circulargroove in the side bar supporting the car, and a supportingframe E,rigidly bolted to frame-work A, having a concave surface in which thebearing F obtains its rotary movement, as set forth.

In combination with any ordinary framework for supporting railway-ears,the rotary bearing F, of convex bearingsurface, having a circularmovement in corresponding concave frame-work and circular groove in theside bar supporting the car, a supportingframe E, rigidly bolted toframe-work A, having a concave surface in which the bearing F obtainsits rotary movement, the shoulder Z), connecting the wheel B and theaxle O by means of locking bolts or ratchets which may be thrown out oforinto gear by the coil-spring c, the lever D and the arms d, answeringthe movement of the central and connecting fram e-work G G, andguiding-rod or carryingwheel 2', operatin g in the slot, substantiallyas Set forth.

4. I11 combination with any ordinary framework for supportingrailway-cars, the rotary bearing F, of convex bearing-surface, having acircular movement in corresponding concave frame-work and circulargroove in the side bar supporting the car, a supporting frame E, rigidlybolted to frame-work A,l1av ing a concave surface in which the bearing 1obtains its rotary movement, the shoulder 1),

connecting the wheel 13 and the axle C by means of locking bolts orratchets which may be thrown out of or into gear by coil-spring c, thelever D and the arms (I, answering the movement of the central. andconnecting frame-work G G, and guiding-rod or carryingwheel 1',operating in the slot, the frame-work K, the sleeper A, the pivotalbearing L, all supporting the axle G,preventinganylateral motion of theaxle, but allowing of a rotary movement of the axle-bearings, as setforth.

5. In combination with any ordinary framework for supportingrailway-cars, the rotary bearing F, of convexbearing-surface, having acircular movement in corresponding concave frame-work and circulargroove in the side bar supporting the car, a supportingframe E, rigidlybolted to frame-work A, having a concave surface in which the bearing Fobtains its rotary movement, the shoulder 1), connecting the wheel B andthe axle O by means of lockingbolts or ratchets which may be thrown outof or into gear by the coil spring 0, the lever D and the arms cl,answering the movement of the central and connecting frame-work G G, andguiding-rod or carrying-wheel 2', operating in the slot, the frame-workK, the sleeper A, the pivotal bearing L, all supporting the axle C,preventing any lateral motion of the axle,but allowing of a rotarymovement of the axle-bearing, and the guiding-rods g g g g,rigidlyconnected with the bearings F of each wheel and extending to andmeeting at a common central joint connection to a guiding-rod orcarryingwheel i, operating in the slot of the cableconduit for thepurpose of controlling the wheels at the desired angle inpassing curvesand for self-adjustment when resuming a straight direction, as setforth.

6. In combination with any ordinary framework for supportingrailway-cars, the rotarybearing F, of convex bearing-surface, having acircular movement in corresponding concave frame-work and circulargroove in the side bar supporting the car, a supporting frame E, rigidlybolted to frame-work A, having a concave surface in which the bearing Fobtains a rotary movement, the shoulderb, connecting the wheel R and theaxle G by means of locking bolts or ratchets which may be thrown out ofor into gear by the coilspring 0, the lever D and the arms d, answeringthe movement of the central and connecting frame-work G G, andguiding-rod or carryingwheel '1', operating in the slot, the frame-workK, the sleeper A, the pivotal bearing L, all supporting the axle C,preventing any lateral motion of the axle,but allowing of a rotarymovement of the bearings in which the bearing F obtains its rotarymovement, the shoulder 1), connecting the wheel B and the axle O bymeans of locking bolts or ratchets which may be thrown out of or intogear by the coil-spring c, the leverD and the arms d, answering themovement of the central and connecting frame-work G G, and guiding-rodor carrying-wheel i, operating in the slot, the frame-work K, thesleeper A, the pivotal bearing L, all supporting the axle C, preventingany lateral motion of the axle,

but allowing of a rotary movement of the axle-bearing, the guiding-rodsg g g. g, rigidly connected with the bearings F of each wheel andextending to and meeting ata common central jointconnection to aguiding-rod or carrying-wheel 2', operating in the slot of thecable-conduit for the purpose of controlling the wheels at the desiredangle in passing curves and for self-adjustment when resuming a straightdirection, a central frame-work,

' either separate, in the case of only four wheels,

or connected with the middle axle, in case of six-wheel gearing,consisting of any desired center piece, to which is connected by jointshaving elbow-play the guiding-rods g g g g for controlling the rotarymovement of the wheels in passing curves and self-adjustment whenattaining a straight course, as set forth.

7. In combination with any ordinary framework for supportingrailway-cars, the rotary bearing F, of convex bearing-surface, having acircular movement on corresponding concave frame-work and circulargroove in the sidebarsupportingthecar,asupporting-fran1e E, rigidlybolted to frame-work A, having a concave surface in which the bearing Fobtains a rotary movement, the shoulderb, connecting the wheel B and theaxle C by means of lockin g bolts or ratchets which may be thrown out ofor into gear by the coil-spring c, the lever D and the arms d, answeringthe movement of the central and connecting frame-work G G, guiding-rodor carryingwheel 41', operating in the slot, the frame-work. K, thesleeper A, the pivotal bearing L, all supporting axle O, preventing anylateral motion of the axle, but allowing of a rotary movement of thebearing in which the bearingF obtains its rotary movement, the shoulder1), connecting the wheel B and the axle O by means of locking bolts orratchets which may be thrown out of or into gear by thecoilspring 0, thelever D and the arms (l,answering the movement of the central andconnecting framework G G, the guiding-rod or carrying-wheel *6,operating in the slot, the framework K, the sleeper A the pivotalbearing L, all supporting the axle C, preventing any lateral motion ofthe axle, but allowing of a rotary movement of the axle -bearing, theguiding-rods g g g g, rigidly connected with the bearings F of eachwheel and extending to and meeting at a common central joint connectionto a guiding-rod or carrying-wheel t", operating in the slot of thecable conduit for the purpose of controlling the wheels at the desiredangle in passing curves and for self-adjustment when resuming a straightdirection, a central frame-work, either separate, in case of only fourwheels, or connected with the middleaxle, in case of six-wheel gearing,consisting of any desired center piece, to which is connected by jointshaving elbow-play the guiding-rods g g g g for controlling the rotaryIIO movement of the wheels in passing curves and self-adjustment whenresuming a straight course, the shoulders I) b, stationary pins 2), ing2, bolts Z, and boxing M, substantially as perforations 1), center ofmain axle C, coilset forth. 1o spring a, pivotal bearing L,supporting-frame In testimony whereof I affix my signature in K, sleeperA, struts 7a, levers D, sliding bar presence of two witnesses.

5 H, arms cl d, rotary bearing F, supporting- CRAXVFORD M. SLOAN.

frame E E E E, sleeve of coil f, eoil-springf', \Vitnesses: bolt f,blocks G G, frame J, guiding -rocls BESSIE E. YOUNG,

g g'(] g, block I, carrying or slot Wheel 1', bear- DAISY B. SMALLEY.

